Torque Convertor lock up instal

[MRW82]

You can shift from neutral to drive without foot on brake

[BigFoot120]

Now that the silly season is over I finally got around to installing my auto release TCC locker and it works as expected however I do have some issues with the concept with it's application to 4spd petrol versions at least. There is a tendency to struggle when the additional gears provided by the TC for 3rd and 4th are removed. This may not be such an issue for diesels with their broader torque curves.

Here's the link to the documents. I've updated the description doc to add the test drive results and added a couple of installation pics.

https://www.dropbox.com/sh/eq3pu6e7f...OomAu6lra?dl=0

Cheers
Bob

[BigFoot120]

Awesome work Bigfoot. Any idea on how to achieve my goal of altering the shift points to make them all occur earlier? Altering the throttle position sensor input springs to mind, but I'd be concerned about lowering the line pressure & therefore 'clamping' force internally. A switchable 'economy' mode would be ideal.

I'm probably not the one to address this. I'm more into the electronics side of things, though I have overhauled A/Ts for my own purposes. Not much experience with the hydraulic controls though. I would like to reduce the speed at which the TCC engages. 80k in 4th and 70k in 3rd is too high. If it were possible to reduce it that would be the best solution.

[Davis Dieso]

Hello Dieso,
I have tried to open the above link.
Is it still available.
Cheers Mcgyver

You mean the link below Mcgyver?

I just tried it and it worked no worries.

Cheers, Jamie

https://www.youtube.com/watch?v=CmTgP7Lchc0

[smally]

Awesome work Bigfoot. Any idea on how to achieve my goal of altering the shift points to make them all occur earlier? Altering the throttle position sensor input springs to mind, but I'd be concerned about lowering the line pressure & therefore 'clamping' force internally. A switchable 'economy' mode would be ideal.

[mcgyver]

Hello Dieso,
I have tried to open the above link.
Is it still available.
Cheers Mcgyver

[Davis Dieso]

Don't know anything about the number of posts Rob, it was just meant to put it out there what I had done. I didn't really care if no one liked it or ever did it. Just a cheap trial run for me.
Understand the angst with the turbo 350 failure. I haven't had an auto fail personally yet (oops touch wood), but have had customers cars fail. I used to overhaul trimatics (ie: traumatics) out of HX/HZ holdens moons ago in Darwin. One every day, remove from car, completely strip (and valve body) re-assemble and back in the car, each day. The reverse clutch linings used to fall off, very handy. You knew if it needed it or not, took ages to select reverse.
My 2003 has just ticked over the 300k so expecting another 100k before she departs my ownership. Unfortunately for her, she has been belted around the deserts and outback tracks of Aus' and showing the signs.
Anyway Rob, good luck with your recovery and hope you get your instal up and running
Cheers, Jamie

[BigFoot120]

Jamie. You have certainly started an interesting subject here. Is there a record on number of posts? This one must be close.
I agree that Prado A/Ts are very robust and hopefully you won't get any problem. My old 4 speed is up to 250K km and still going strong. In fact the whole car is the same. I don't think I have put oil or water in anything since I got it back in 2009 except to change engine oil of course.
I am probably being overcautious after having a Turbo 350 selection clutch fail in a 6.6L 1979 TA, many years ago. The scary thing is, once I noticed it slipping, it worsened so fast I had trouble getting home. I can't remember which clutch it was but it seemed to affect all or most gears. I know it was pretty cooked when I dismantled it. Hopefully Prado A/Ts don't deteriorate so rapidly. I would hate to have it happen up at the tip of Cape York.
Anyway the electronic version is a good project to keep me inside while recovering from a recent bone marrow transplant. Besides I thrive on this stuff having done it most of my life. This one is a lot of fun.
I'll let you know how it goes. I'm probably not going to get to it until after the silly season now.
Cheers, Rob

[Davis Dieso]

I know what your saying Rob, was certainly a concern of mine originally (and still is). However, I think clutches are subjected to far more abuse (in say a V8) at full noise with the convertor. I know they aren't doing that all the time, but some get to take it a lot. The Toyota boxes aren't something we see out of a buzz box, and are quite a large robust unit, something we don't hear of failing very often. They do incredible miles of service to boot, and often totally neglected.
Time will tell, something I will find out, if this experiment will be worth it or not.
So far, mine is thriving, having done about 17,000km now, all with the convertor locked. Absolutely no change to the way it changes (slippage etc) and the oil looks the same. No sign of darkening or smell (burning). If a failure occurs, it is my thought it would be the 3rd gear clutch to go, as it is the biggest jump up from 2nd.
Even towing my heavy camper trailer, it changes gear magnificently.
Right at the start of all this, I said this may not be for everyone and lots of people will be wary of it, and rightfully so. I am just prepared to take this risk.
Your electronic version you describe above, sounds like the more modern version and an evolution of our ways. Well done.
We will all be looking on with interest to see how you go with it.
Cheers, Jamie

[BigFoot120]

Auto Release TCC Locker

Hi all.
I've been following this with interest as have many others.
My concern is for the additional wear on the selection clutches. In the Toyota design they cope with the inertia of just the torque converter. If the TCC lock is on during a gear change, suddenly you have the inertia of the engine to deal with as well. I would expect a tenfold wear rate increase at least.
Having overhauled A/Ts, I know that the clutches are the life limiting item in most cases. You will get away with it for a while but I think there will come a time when you regret doing this mod.
Nevertheless I am still interested in the advantages. We just need to remove the disadvantage.
I decided I would look at an electronics approach and after studying the ECU behavior for this, the solution jumped out at me.
All it takes is a little digital transistor logic and you can have your TCC lock automatically disengage during gear changes just like the ECU does, except of course you have more control.

I've documented it here: https://www.dropbox.com/sh/eq3pu6e7f...OomAu6lra?dl=0

The start point for reviewing this data is "Prado 2003 TCC Locker - System design.docx".
It applies to a 2003 1GR-FE V6 with a A340F 4 speed A/T. It can no doubt be adapted to others. It's just a matter of running through the same process of investigating the ECU functionality and matching it.

BTW, I have bench tested it only and it's doing exactly what it should. It's going in the car as soon as I get the high power resistor delivered.

Hope you find it of interest
Rob

[chardo]

Hi All, I have just completed the installation of a Mann Hummell Provent 200 Catch can. I used Bushbasher59 idea, bracket and location under the starter motor (D4D) as it was the only place I could find to put it. Thank you Bushbasher59 for the headwork. I have just about had enough of the mechanical work for awhile. I better head off and find something else to do now. Cheers Bill.

[Davis Dieso]

Well done Bill, sounds like you've done a stirling job of it. Yours is a D4D (if I remember correctly!!) so a bit different to mine (1KZ-TE) but same principals. I fitted the catch can just behind the air cleaner in front of the brake master cylinder. Not sure if that is possible on yours???
Haven't seen that website (hilux) Bill, but will check it out now thats for sure. Good stuff...
Sounds like MRW82 has had a big win with his setup, such a good result. I'm still smiling driving mine. 15,000km now and just great..
Cheers, Jamie

[chardo]

MRW82
Hi Mark, Sounds like everything went great, this is exactly what mine does with the pop top van in tow on slight climbs where it slips out of 5th and it should just lug a bit further. Are you going to "patent" it??? You sure have put in the hard yards on it. I would be interested in getting one off you if you went that way. Im sure others would too. As you see in the above letters I have the mechanical ability to carry out tasks inside the motor/driveline areas, but alas, I fall short in the electrical side of it all. OK its great to see it all went the right way, must head off. Thanks and cheers Bill. PS Well done.

[MRW82]

Hi guys. I gave the setup a good workout over the weekend and it worked great. Had full lockup when it was on, operated as per normal when off and never got any fault codes.
It is most effective on long gentle climbs where the TC would normally unlock, but not quite enough load to drop back to 4th, this is where the switch is beneficial because the engine can handle the load at lower revs of a locked drive, and when the load increases the auto shifts back to 4th anyway. Gear changes with TC locked were still smooth.
There were times I felt the transmission worked better/just as well in normal mode. Like steep hills, let the auto kick back and do its thing. Sometimes it felt better to let the TC slip than to labour it in 5th locked or have it revving harder on 4th. For short steep hills slippage isn't an issue, it's only going to be an issue after a prolonged period. I was playong around a bit, testing on and off. The beauty is I can now change it at the push of a button to suit driving conditions.

[chardo]

Davis Dieso
Jamie ,Have you been into "www.newhilux.net " before. They have a lot of info and photos on the inlet manifold clean up. I haven't had time to investigate further into the forum to see what else is there. Cheers Bill.